Brake system



Jan. 25, 1938. E, 2,106,483

BRAKE SYSTEM,

Filed pct. 15, 1936 5 Sheets-Sheet 1 INVENTORI ELLIS E. HEWITT.

ATTORNEY Jan. 25, 1938. E. E. HEWITT v 2,106,483

BRAKE SYSTEM Filpd Oct. 15, 1936 5 Sheets-Sheet 2 Z 4 I48 150' I33 ELLIS E. HEWlT'I'.-

ATTORNEY Jan. 25,'1938. E E HEWlTT 2,106,483

BRAKE SYSTEM Filed Oct. 15, 1936 5 Sheets Sheef. s

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INVENTOR LLIS E HEWITT.

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, ATTORNEY Jan. 25, 1938. v E, E, -T 2,106,483

BRAKE SYSTEM Filed Oct. 15, 1936 5 Sheets-Sheet 4 Fig.5

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I95 y I96 12 INVENTOR ELLIS E HEWITT.

ATTORNEY Jan. 25, 1938. E. E. HEWITT BRAKE SYSTEM Filed Oct. 15, ,1936

5 sheets-sheet s INVENTOR ELLIS E. HEWITT ATTORNEY ZI'Z ZIO Zll Patented Jan. 25, 1938 UNHTED STATES PATENT OFFICE BRAKE SYSTEM Application October 15, 1936, Serial No. 105,659

27 Claims.

This invention relates to brake systems, and more particularly to brake systems for high speed railway trains.

With the recent development of light-Weight passenger trains for operation at extremely high speeds, as for example speeds of one hundred miles per hour or more, the need for a brake system which provides for a high degree of flex ibility coupled with simplicity of control by an operator becomes of great importance. The brake systems at present used on such trains comprise a dual control arrangement, whereby applications of the brakes may be efiected by either straight air operation or automatic operation.

It is highly desirable that the brake valve device provided for controlling both modes, ofoperation be as simple as possible and so arranged that both straight air operation and automatic operation may be controlled by movement of the brake valve handle in the same zone. It is further desirable that this zone require only small angular movements, so as to reduce the degree of manipulation required by the operator in effecting applications and release of the brakes, and in graduating applications.

It is a principal object of the present invention to provide an improved brake system in which both straight air and automatic applications of the brakes may be selectively controlled in response to the same movement of the brake valve handle in a single application zone.

It is a further object of the invention to provide an improved brake valve device for carrying out the foregoing object.

In the brake systems for high speed trains heretofore proposed, normal service applications of the brakes are effected by straight air application, but in the event that the straight air application does not materialize to a predetermined degree in a chosen length of time, following movement of the brake valve handle to a service application position, then an insuring means operates to eifect the application by automatic operation. It is a further object of this invention to provide an improved means for insuring an application of the brakes by one or the other of the two modes of operation, in response to movement of the brake valve handle to a service application position.

Yet further objects of the invention, dealing with specific constructions of parts and arrangements of devices, will be more fully understood from the following description of an embodiment of the invention, wherein, I

Fig. 1 shows in schematic and diagrammatic form an embodiment for the head endor control car of a train.

Fig. 2 is a diagrammatic sectional view of the improved form of brake valve device em- 5 ployed in the system shown in Fig. 1.

Fig. 3 is a top view of the brake valve device of Fig. 2, with a portion of the casing cut away to show certain interior features.

Fig. 4 is a diagrammatic representation of the 10 ports and communications established by the rotary valve in the brake valve device of Fig. 2.

Fig. 5 is a sectional View taken along the line 5-5 of Fig. 2.

Fig. 6 is a sectional view taken along the line G6 of Fig. 2.

Figs. 7, 8 and 11 to 15, inclusive, are detail sectional views taken respectively along the lines 1-1, 8-8, ll--ll, l2-l2, l3-l3, l4 l4, and |5l5, of Fig. 2. 0

.2 Figs. 9 and 10 are detail views of portions of the selector mechanism.

Referring now first to the brake system shown in Fig. 1, a single brake cylinder is shown at 20, although as many of these may be employed as are desirable and necessary, an automatic valve device is shown at 2|, an emergency valve device at 22, a safety control vent valve device at 23, an equalizing discharge valve device at 24, a relay valve device at 25, a master switch v30 device at 26, an application and release magnet valve device at 21, a timing switch device at 28, an application insuring magnet valve device at 29, a conductors valve device at 30, and an improved form of brake valve device embodying features of my invention at 32. The various reservoirs supplied will be referred to later.

Considering now these devices in detail, the automatic valve device 2| is embodied in a casing having disposed therein a piston 34 subject on one side to the pressure of fluid in a chamber 55, and on the other side to the pressure of fluid in a chamber 36. The piston 34 is provided with a stem 31, which is recessed to receive, and move coextensive with movement of the piston, a graduating slide valve 38. The stem 31 is provided with collars 39 for engaging a main slide valve 41! after a lost motion movement of the piston 34.

The piston chamber 35 is in open communication with a brake pipe M, which, as in all stand- '50 ard brake systems, extends throughout the train. The slide valve chamber 36 is in open communication with an auxiliary reservoir 42. The parts of the automatic valve device 2| are illustrated in their release position, in which position the auxiliary reservoir 42 is charged from the brake pipe 4| by way of feed groove 43. At the same time, an emergency reservoir 44 is also charged from the brake pipe 41 by way of a spring loaded check valve 45.

Upon a service reduction of pressure in the brake pipe 4| and piston chamber 35, the overbalancing pressure in the slide valve chamber 36 will shift the piston 34 to the left, and for the first movement of the piston the graduating valve 38 uncovers a service port 41 in the main slide valve 40, and the piston then shifts the main slide valve to the position where the service port registers with pipe and passage 48.

At the same time, the piston 34 closes communication between the chamber 35 and each of the auxiliary reservoir 42 and emergency reservoir 44, as will be obvious from the arrangement shown. Fluid under pressure will in the service position of the slide valve 40 flow from the slide valve chamber 36, and auxiliary reservoir 42, to pipe and passage 48, and from thence by way of double check valve device 49 to the brake cylinder 28, the double check valve device being of the usual design and operating in the usual way to open this communication. The graduating slide valve 38 will lap the service port when brake cylinder pressure corresponds to the degree of brake pipe reduction.

Upon an emergency reduction of pressure in the brake pipe 4! and piston chamber 35, the piston 34 will be shifted to its extreme position to the left where the main slide valve 48 uncovers the passage 48, to permit the auxiliary reservoir 42 to equalize with the brake cylinder 28. Upon a restoration of pressure in the brake pipe 4! and piston chamber 35, the piston 34 will move back to the release position and vent the brake cylinder 20 to the atmosphere by way of the communication formed between pipe and passage 48 and exhaust port 50 through the cavity 51 in the main slide valve 46.

The application and release magnet valve device 21 is embodied in a casing having disposed therein a supply valve 53, urged toward a seated position by a spring 54 and toward an unseated position by an electromagnet 55 when energized. Also disposed in the valve device casing is a release valve 56, which is urged toward an unseated position by a spring 51 and toward a seated position by an electromagnet 58 whenenergized.

When the supply valve 53 is in seated position, and the release valve 56 is in unseated position, a straight air pipe 66 is in communication with the atmosphere by way of an exhaust port 6| in the application and release magnet valve device. When the release valve 56 is seated, and the supply valve 53 is unseated, the straight air pipe 68 is connected to a feed valve device 62, by way of the unseated supply valve 53 and a feed valve pipe 63.

The feed valve device 62 is of conventional design and is connected to a main reservoir 64, the function of the feed valve device being to supply fluid under pressure from the main reservoir to the feed valve pipe 63 at a substantially constant pressure. The main reservoir 64 is of course connected to the usual compressor (not shown) and is thereby maintained charged with fluid under pressure to some value higher than the feed valve setting.

It will be observed that the straight air pipe 60 is connected to one side of the aforementioned double check valve device 49,. so that when fluid under pressure is supplied to the straight air pipe the double check valve device will shift to open communication between the straight air pipe and the brake cylinder 28. If at the same time fluid under pressure is supplied to the aforementioned pipe 48, it will be obvious that the double check valve device 49 will function to permit fluid to be supplied to the brake cylinder from either the straight air pipe 60 or from the pipe 48, depending upon in which of the two pipes the pressure of the fluid is the greater.

The master switch device 26 controls operation of the application and release magnet valve device 21, and is embodied in a casing having disposed in spaced relationship, and connected by a stem 66, two flexible diaphragms 61 and 68, which two diaphragms form-pressure tight chambers 69 and 10. The chamber 69 is connected to the straight air pipe 60, while the chamber 10 is connected to a control pipe 1|.

Disposed on and rigidly connected to the stem 66, and insulated therefrom, are two contact members 12 and 13. The contact member 12 is adapted upon movement of the stem 66 to the left to engage two stationary contacts 14, which are shown in diagrammatic form but which are to be understood as being resilient contacts which yield upon engagement by the contact 12. The contact 13 is adapted to engage two similar stationary contacts 15.

The parts of the switch device are normally positioned as illustrated, and the switch device is adapted to be operated upon supply of fluid under pressure to the chamber 18. As pressure builds up in the chamber 10 the two diaphragms 61 and 68, and also the stem 66, are actuated to the left. Upon a predetermined movement of the stem 66 to the left, contact 12 engages and bridges the two contacts 14, at which time the end 11 of the stem 66 engages a graduating stop '18, which tends to arrest the movement of the stem 66 in this position. If the pressure in the chamber 10 is sufficiently great the stem will continue to move to the left compressing the spring stop 18, and causing contact 13 to engage the contacts 15.

Engagement of contact 12 with contacts 14 energizes the release electromagnet 58 in the application and release magnet valve device 21, to close communication between the straight air pipe 60 and the atmosphere, as previously described, while engagement of contact 13 with contacts energizes the application electromagnet 55, to effect a supply of fluid under pressure to the straight air pipe 66, as also previously described.

When the pressure in the straight air pipe 68, and consequently that in the chamber 69, becomes substantially equal to the pressure established in the chamber 18, the two diaphragms 61 and 68, and the stem 66, will be actuated to a position where contact 13 has disengaged from the contacts 15, but where contact 12 is still in engagement with the contacts 14. The supply of fluid under pressure to the straight air pipe 60 will be then lapped. As will be more fully understood from the description of operation which follows presently, electropneumatio or straight air applications of the brakes may be controlled by controlling operation of the master switch device 26.

The timing switch .device 28 is embodied in a casing having disposed therein a piston 80 subject on one side to the pressure of fluid in a chamber 8|, and on the other side to the pressure of a spring 82. Attached to the piston 88 is a stem 33 which at its opposite end. carries a contact 84,

insulated from the stem, which contact is adapted to engage and bridge two stationary contacts 85. The contacts 84 and 85 control energization of the application insuring magnet valve device 29, as will be described presently.

The relay valve device 25 is embodied in' a casing having disposed in a chamber therein a double beat valve 86, which valve is urged toward an upper seated position by a spring 81, and. to a lower seated position upon supply of fluid under pressure to a chamber 88. The pressure of this fluid acts upon a diaphragm 89, which, through members 90, shifts the double beat valve to its lower position. A spring 9I biases the diaphragm 89 normally to its upper position.

When the double beat valve 86 is in upper seated position, a communication is established between a main reservoir pipe 92, connected directly to the main reservoir 64, and a timing reservoir 93. When the double beat valve 86 is in lower seated position, this communication is cut OE and the timing reservoir is connected to the atmosphere by way of a small choke port 94. The size of this port is selected to permit the pressure in the timing reservoir to diminish at a predetermined rate.

As is illustrated, the timing reservoir is connected to one side of a double check valve device 95, the other side of the double check valve device being connected to the straight air pipe 60. The outlet connection of the double check valve device is connected to the chamber 8| of the aforedescribed timing switch device 28. It will thus be apparent that fluid under pressure may be supplied to the chamber 8| from either the straight air pipe 60 or from the timing reservoir 93. The purpose of this arrangement will be clear as the description proceeds further.

The application insuring magnet valve device 29 is embodied in a casing having disposed therein a valve 96, which is urged toward a seated position by a spring 91 and toward an unseated position by an electromagnet 98 when energized. When the valve 96 is unseated, a communication is established between the brake pipe 4| and an exhaust port 99, but so long as the valve 96 is held seated this communication remains closed.

The emergency valve device 22 has as one of its operating parts a piston I subject on one side to the pressure of fluid in a chamber IOI which is connected to the brake pipe 4!, and subject on its other side to pressure of fluid in a slide valve chamber I02 and quick action chamber I03. The piston I 00 is provided with a stem I04, which is recessed to receive and move coextensive with movement of the piston I00 a graduating valve I05, and which has collars I06 so arranged as to engage and move after a lost motion movement of the piston a main slide valve I01.

Upon a service rate of reduction of pressure in the brake pipe 4| and chamber IIJI, the piston I00 will move to the right far enough for a small port I08 in the graduating valve I05 to register with a port I09 in the main slide valve, which at this time registers with an exhaust port I I 0. The size of the port I08 is such that the pressure in the slide valve chamber I02, and quick action chamber I03, will reduce at substantially the same rate as the pressure in chamber I00 reduces during a service rate of reduction in brake pipe pressure. The piston I00 will thus be arrested in this position.

Upon an emergency rate of reduction of pressure in the brake pipe 4| and chamber IOI, the piston I00 will be shifted the extreme distance to the right, the graduating valve I05 first blanking the main slide valve port I09 and uncovering main slide valve port I II, and the piston then shifting the main slide valve I01 to a positionwhere cavity 2 therein connects pipe and passage I I 3 with pipe and passage H4. The main slide valve also uncovers a passage II5, which leads to a piston chamber II6.

Fluid under pressure'will then flow from the slide valve chamber I02and quick action cham.- ber I03 to the piston chamber II6, actuating piston II1 to the right, and thus unseating a vent valve I I8. Unseating of the vent valve I I8 opens a large communication between the brake pipe 4| and the atmosphere, by way of passage II9. Eventually the pressure in the slide valve chamber I02 and quick action chamber I03 will be diminished to atmospheric pressure by virtue of leakage through a small port I20 in the piston H1, and as a consequence spring |2| will return the vent valve II8 toseated position. By this time, however, brake pipe pressure will have been depleted substantially to atmospheric pressure.

Upon a restoration of brake pipe pressure, following closing of the vent valve II8, the piston I00 will be shifted to the illustrated or release position, whereupon the parts will assume the positions shown in the drawings. It will be noted, however, that when the slide valve cavity I I2 connected the pipe and passage II3 to the pipe and passage II4, the emergency reservoir 44 was placed in communication with a double check valve device I24, which valve device would then open a communication tothe control pipe 1|, permitting fluid under pressure to flow from the emergency reservoir 44 to chamber in the master switch device 26, and also to chamber 88 in the relay valve device 25.

The safety control vent valve device 23 is embodied in a casing having disposed therein a piston I25, subject on one side to the combined pressure of fluid in a chamber I26 and that of a spring I21, and subject on the other side to pressure of fluid in a chamber I28. A small port I29 in the piston permits the fluid pressure in the two chambers I 26 and I28 to normally equalize, so that the spring I21 is eifective in shifting the piston I25 to its lowermost position. Attached to the piston I25 is a valve I30, which is held upon a seat rib I3I when the pressures in the two cham bers I26 and I28 are equalized.

In the lowermost position of the piston I25 a communication is established between the brake pipe 4| and a charging pipe I32. The chamber I26 is connected to a safety control pipe I33, and upon depletion of pressure in this pipe the overbalancing pressure in the chamber I28 will shift the piston I25 to its upper position, where communication between the charging pipe I32 and brake pipe 4| is cut oiT, and the brake pipe 4| is vented to the atmosphere through a large exhaust port I35. This rapidly reduces the brake pipe pressure, to cause an emergency application of the brakes as will hereinafter be described.

The equalizing discharge valve device is embodied in a casing having disposed therein a piston I31, subject on its uppermost side to pressure of fluid in a chamber I38, and on its lowermost side to pressure of fluid in a chamber I39. Attached to the piston I31 is a stem I46 having one end thereof slidable in a bore MI. The stem I40 is recessed at I42 to receive the end of a lever I43. The lever I43 is pivotally mounted at I44, and has an extension I45 for operating a vent valve I46. The vent valve I46 is normally biased to a seated position by a spring I41, but upon counterclockwise rotation of the lever I43, about its pivot I44, the vent valve I46 is unseated to open communication between the chamber I39 and a passage I48 leading to the brake valve device 32.

The chamber I38 is connected by way of pipe I50 to an equalizing reservoir I5I. The pipe I50 also leads to the brake valve device 32. Operation of the equalizing discharge valve device is effected by reducing the pressure of fluid in the equalizing reservoir I5I and chamber I38, whereupon the piston I31 will be shifted upwardly due to the overbalancing pressure of fluid in the chamber I39. The upward movement of the piston I31 rocks the lever I43 in a counterclockwise direction about the pivot I44 to unseat the vent valve I46. As will appear more clearly later, unseating of the vent valve I46 reduces the pressure in the chamber I39 until the pressure therein corresponds substantially to the pressure in the chamber I38 and. equalizing reservoir I5I, whereupon the piston I31 returns to the illustrated position to permit seating of the vent valve I46 by its spring I41. Since the chamber I39 is connected to the brake pipe M by way of charging pipe I32 and the communication through the safety control vent valve device 23, it follows that reductions in brake pipe pressure may be controlled by effecting suitable reductions of pressure in the equalizing reservoir I5I and chamber I38.

The conductors valve device 30 is preferably of conventional design, having disposed therein a normally seated valve which is adapted to be unseated upon rotation of a lever I54 in a clock wise direction. When the valve is unseated a communication is established between the brake pipe 4| and the atmosphere, and when the valve is seated this communication is closed.

Coming now tothe improved form of brake valve device, shown at 32 and illustrated in detail in Figs. 2 to 15 inclusive, the brake valve device comprises a number of interrelated parts preferably assembled in a convenient casing, and operated by manipulation of a single handle I55. The handle I55 is, as illustrated particularly in Figs. 2 and 13, slotted at I56 to receive a roller I51, which is held in place by a pin I58 passing through the roller and the two sides of the slot I56. A retaining pin I52 passes through the roller I51 and pin I58 to insure that the parts will remain in place.

The innermost end of the handle I55 is provided with a cup-shaped extension I59, which interfits with a retaining member I60 (see Fig. 14) carried by two lugs IBI projecting from a rotatable member I62. As is clearly shown in Figs. 2 and 13, the rotatable member I62 comprises a lower sleeve bearing I63 and an upper sleeve bearing I64.

Disposed within the lower sleeve bearing I63 is a spring cage member I65 having disposed therein two springs I66, which urge the spring cage I65 upwardly. The two springs I66 react against the brake valve casing, through a centering member I68 and bushing I69.

The handle I55 is normally held in a horizontal position, as illustrated in Fig. 2, by downward pressure manually applied by an operator. In this position of the handle the pressure applied by the operator is that necessary to overcome the outer spring I66 only. The inner spring I66 is not effective for this position of the handle, due to the fact that it reacts between the head of a pin I10 and a shoulder I53 on the centering member I68, which two members at this time are not relatively movable in the direction urged by the spring, due to the collar I1I on the lower end of the pin I10 striking a lower surface of the member I 68. The purpose of this arrangement is to permit the operator to feel the horizontal position of the lever as it is moved downwardly because when the handle reaches the horizontal position an attempt to move it further is resisted by both springs I66.

Extending upwardly from the spring cage I65 are two side members I13 terminating in a sleeve I14 disposed within the upper sleeve bearing member I64. Within the sleeve I14 is a movable abutment, or cup-shaped member, I16. As may be seen from Figs. 2 and 13, thismember I16 bears upon the handle roller I51.

A small pin I11 mounted vertically in the abutment I16 extends upwardly into a recess in a safety control vent valve I18. The valve I18 is held upon a seat by a spring I19, which at the same time maintains the abutment I16 in contact with the handle roller I51. The seat for the vent valve I18 is formed by a bushing I suitably secured in the brake valve casing. It will be apparent from the arrangement shown and described, that if the operator releases the pressure manually applied to the handle I55, the outer spring I66 will cause the handle to swing upwardly, it fulcruming about the member I60 and moving upwardly until the sleeve I14 strikes stop ISI. This upward movement of the handle will unseat the vent valve I18 and hold it unseated so long as the handle is in the upper position. The unseating of the valve I18 will effect an emergency application of the brakes, as will be described later. This arrangement, whereby release of pressure manually applied to the handle I55 effects an emergency application, constitutes a safety control feature of the brake valve device.

The handle I 55 may be rotated in a horizontal plane and will rotate the rotatable member I62 coextensive therewith. This is accomplished by virtue of the fact that the extension I59 fits snugly between the two lugs I6I (see Fig. 14), as does the outer side walls of the handle, adjacent the slot I56, with the two side members I13 (see Fig. 13).

As shown in Fig. 7, the lower bearing member I63 of the rotatable member I62 is keyed to the bushing I69 by a key I63, so that the bushing member [69 rotates with the rotatable member.

The bushing I69 is disposed on a shaft I04 in such a manner that as the bushing member turns the shaft also turns.

Referring now to Fig. 3, the handle I55 is illustrated as having a release position, a first service position, a lap position, a full service position and an emergency position. These are the specific positions to which the handle may be moved in controlling automatic applications of the brakes, but it is to be understood that the handle is moved in the zone between the release and full service positions in controlling straight air (electropneumatic) applications of the brakes.

The handle I55 may thus control the brakes either by straight air operation or by automatic operation for the same zone of movement, depending upon whether a selector I86 is in a straight air position (see Fig. 5), or in an automatic position (see Fig. 10). In its straight air position the selector I86 operates a clutch to connect the shaft I84 to a self-lapping valve mechanism within the brake valve device, while in its automatic position the selector connects the shaft to operate a rotary valve also within the brake valve device.

The self-lapping valve mechanism, shown best in Fig. 5, comprises a supply valve I88 urged toward a seated position by a spring I89, and a release valve I90 disposed within and carried by a movable abutment I9I in the form of a piston. The release valve I90 is urged toward unseated position by a spring I92.

For operating the supply valve I88 and release valve I90, there is provided a lever mechanism comprising spaced levers I93, carried by and pivotally mounted intermediate their ends at I94, to a plunger I95. The plunger I95 is slidably disposed in a bore I96 in the brake valve casing. A set screw I9I projects into a recess I98 in the plunger I95 to retain the plunger in the bore.

Between the upper ends of the spaced levers I93 is carried a stem I99 which projects into a recess in the supply valve I88. Between the lower ends of the spaced levers I93 is carried a roller 200 which engages the outermost end of the release valve I90.

The parts are illustrated in Fig. in their release position. When the plunger I95 is actuated to the left the spaced levers I93 fulcrum about their upper ends and rotate in a clockwise direction to seat the release valve I90, the release valve spring I92 being a weaker spring than the supply valve spring I89. After the release valve is thus seated the spaced levers fulcrum about their lower ends to unseat the supply valve I88.

Now the movable abutment I9I is subject on its left hand side to the pressure of a strong spring 20I and on its right hand side to the pressure of fluid supplied to a chamber 202. During the aforedescribed operation of the supply and release valves the spring 20I is not appreciably compressed, but when the supply valve I88 is unseated and fluid under pressure is supplied to the chamber 202, the pressure of this fluid acts on the movable abutment I9I and compresses the spring 20I progressively as the pressure in the chamber 202 increases. As the movable abutment l9I moves to the left, the spaced levers I93 fulcrum about the pin I94 and rock in a clockwise direction until the supply valve I88 is seated. The supply of fluid under pressure to the pressure chamber 202 will be then lapped.

The pressure at which the supply to the chamber 202 is lapped depends upon the degree of movement of the plunger I95 to the left. For moving this plunger to the left there is provided a finger 203 engaging the end of the plunger and a cam 204 for forcing the finger 203 against the plunger. The periphery of the cam 204 is such that when it is rotated in a coimterclockwise direction, as viewed in Fig. 5, the plunger I95 is progressively moved to the left.

The cam 204 is loosely disposed on but it is adapted to be rotated by the shaft I84 when the selector I85 is in the straight air position. It is tobe here understood that when the cam 204 is" thus rotated it progressively shifts the plunger I95 from its extreme right hand position to its extreme left hand position while the handle I55 is being moved from the release position indicated in Fig. 3 to the emergency position.

The clutch mechanism which connects the cam 204 to the shaft I84 comprises the following parts. Disposed on the shaft I84 is a clutch sleeve member 206 having projecting radially therefrom spaced flanges 207 and 208 (see Figs. 2, 8, 9 and 11). The sleeve 206 iskeyed to the shaft I84 by a key 209. The lower end of the shaft I84 is reduced in size and nests within a cup member 2I0 disposed within a ball bearing 2I i. A spring 2I2 reacts between the bottom of the cup member 2I0 and the lower edge of the key 209 to hold the key in engagement with a shoulder 205 on the cam 204 and thus maintain the cam in a predetermined position loosely on the shaft I84.

Forming a part of the sleeve member 206 are an upper lug 2 I 4 and a lower lug 2 l 5. The upper lug 2I4 is adapted to innerfit with a recess 2I6 iii the cam 204, while the lower lug 2 I 5 is adapted to inner-fit with a recess 2II in a rotary member 2I8, which, as will be presently described, rotates coextensive therewith a rotary valve 220.

The clutch sleeve member 206 is shiftable between an upper position where the lug 2I4 fits into the recess 2I6 of cam 204 and a lower position where the lug 2I4 passes out of the recess 2I6 and the lug 2I5 passes into the recess 2I'I. The shifting of the sleeve member 206 between these two positions is accomplished by the selector I86. The selector comprises essentially a small arm 2I9 keyed to a shaft 22I, which has suitably combined therewith an eccentrically arranged pin 222. The eccentric pin 222 has disposed thereon a bushing 223 which fits between the two flanges 201 and 208 of the clutch sleeve 206.

In the handle of the selector I06 is a small plunger 225 urged outwardly of the handle by a spring 226 (see Fig. 8). The plunger is attached to a cap 227 which may be used to pull the plunger 225 into the handle. The end of the plunger 225 projects into a recess 228 in the brake valve casing when the selector is in the automatic position, and into a recess 229 when the selector is in the straight air position. Pins 230 act as stops when the end of the plunger 225 comes adjacent one or the other of the two recesses 228 and 229.

When the selector I86 is in the straight air position, the clutch sleeve member 206 will be positioned as shown in Fig. 2, and when the selector is in the automatic position, the sleeve member 206 will be positioned as shown in Fig. 9.

When the selector I86 is in the automatic position, the self-lapping valve mechanism cam 204 will be declutched from the shaft I84, while the rotatable member 2I8 will be clutched to the shaft. The rotatable member 2! 8 operates the rotary valve 220 through the following connections. The rotatable member 2E8 has a sleeve portion 234 keyed to a shaft 235, through the same arrangement as shown between the parts I69 and I84 in Fig. '7. Thus as the rotatable member 2I8 rotates, the shaft 235 rotates coextensively therewith. The shaft 235 is keyed in the usual manner to the rotary valve 220, the connection being one permitting relative axial movement therebetween, so that a spring 236 acts to assist in holding the rotary valve upon its seat.

The communications established by the rotary Valve for the various positions shown in Fig. 3 are diagrammatically indicated in Fig. l. In release position of the brake valve handle I55, a port 231 in the rotary valve connects the feed valve pipe 63 (which is at all times in open communication with the rotary valvechamber 238) with the brake pipe M and also with the equalizing reservoir pipe I50. Also in the release position, a pipe 239, which leads to a reduction limiting reservoir 240, is connected to an exhaust port 24I by a port 242 in the rotary valve.

- haust port 24I.

With the brake valve handle I55 in the first service position, a port 243 in the rotary valve connects pipe I48, leading to the vent valve in the equalizing discharge valve device 24, to the ex- At the same time, a restricted port 244 in the rotary valve connects the equalizing reservoir pipe I58 with the reduction limiting reservoir pipe 239.

In the lap position of the brake valve handle, the only communication established is between the exhaust passage 24I and the equalizing discharge valve exhaust pipe I48, by means of a port 232 in the rotary valve.

In the full service position or the brake valve handle, the only communications established are that between the exhaust passage 24I and the equalizing discharge valve exhaust pipe I48, by a rotary valve port 245, and that between the equalizing reservoir pipe I58 and the exhaust passage 24 I by a small or restricted rotary valve port 245.

In the emergency position of the brake valve handle, the only communication established by the rotary valve is that between the exhaust passage 24I and the pipe I48, through a port 241 in the rotary valve.

Fig. 4 also shows in diagrammatic form the rise of the surface of cam 204 with respect to the various brake valve handle positions, thus indicating that the pressure in the chamber 282 progressively increases from minimum to a maximum as the handle is moved from release to emergency position.

When the brake valve handle I55 is turned to the emergency position, regardless of what position the section I88 may be in, a shoulder 250 on the member I63 (see Fig. 7) will strike a plunger 25I to effect the unseating of a brake pipe vent valve 252, for the purpose of venting the brake pipe to the atmosphere at an emergency rate and thereby efi'ect an emergency application of the brakes.

The vent valve 252 is urged toward a seat 253 by a spring 254. Carried by the vent valve 252 is a pilot valve 255. This pilot valve is uged toward a seated position by a smaller spring 256. A chamber 251 to the right of the valve 252 is connected by way of a restricted port 258 to a chamber 259, which as shown in Fig. 2, is in communication with the brake pipe II by way of passage 260. When the brake pipe is charged the chamber 251 is therefore at brake pipe pressure.

When the brake valve handle 255 is turned to the emergency position and the plunger 25I thereby actuated, the pilot valve 255 is first unseated. Unseating of this valve opens a communication between the chamber 251 and a chamber 26I which is normally open to the atmosphere. Fluid under pressure in the chamber 251, which before was, together with the two springs 256 and 254, effective in holding the valve 252 upon its seat, is thus released to the atmosphere, thereby unloading the valve 252. The force necessary to unseat the valve 252 is thereby greatly diminished so that the operator may with a light pressure applied to the: handle I55 readily unseat the valve. When the pilot valve 255 is unseated the choke 258 limits the flow of fluid to the chamber 251 sufiiciently for the unloading to be effectively accomplished.

In case it is desired to incorporate a sanding feature in the brake valve device 32, a sanding bail 263 may be added as shown in Fig. 3. This bail is pivotally mounted at 264, and is normally retained in a horizontal position- (see Fig. 2) by means a spring acting upon a normally seated valve, the stem of which presses upwardly against the bail, as indicated at 265; When sanding is desired the handle I55 is depressed below its horizontal position, as illustrated in Fig. 2, being thus depressed againt the combined opposition of the two springs I66, whereupon the sanding valve is unseated to supply fluid under pressure to a sanding device, as is well understood in the art. As will be observed in Fig. 3, sanding may be accomplished in any position of the brake valve handle.

A feature of my improved brake valve device of practical importance is that the arrangement shown and described provides for movement of the brake valve handle from one position to another with the application of only a very light force. In order that the force necessary to thus move the handle will not be increased with time, I have arranged the parts so that they may be readily kept lubricated. In the upper part of the brake valve casing I have provided a cham ber which may be filled with a porous lubrication retaining material 266, such for example as felt, wool or the like, and have provided a small plug 261 for admitting oil to this chamber. As may be seen particularly from Fig. 2, oil in this chamber will be supplied to the rotating parts and will pass downwardly and be caught by an oil retaining member 268. Similar oil retaining members are also shown at 259, just above the cam 284, and at 210 just below the rotatable member 2I8. Oil grooves 21I lead from this latter member to the bearing surfaces. of the sleeve 234.

As before stated, the brake valve handle I55 is removable. This may, however, be accomplished only when the handle is in the lap position. For all other positions of the handle, segments 212 (see Fig. 3) prevent removal of the handle, but in lap position an open space is provided between the segments so that the handle may be tipped upwardly and by proper manipulation removed from its operating position.

When the brake valve device is operating to control straight air applications it is desirable that the movement of the handle be accomplished smoothly, but when operating to control automatic application, the various positions are more readily found if the quadrant is notched. To provide for this the rotatable member 2 I8, which is as before described operative only when the selector I86 is in automatic position, has a number of notches 213 disposed on its periphery, these notches corresponding to the various brake valve handle positions. A spring pressed plunger 214 is adapted to engage these notches, so that as the brake valve handle arrives at any one of the several positions the operator is immediately aware of the fact by the slight arresting action of the plunger.

When the brake valve is operating as an automatic brake valve, that is when the selector I86 is in automatic position, the cam 284 may for some reason unintentionally rotate with the shaft I84. To insure that the cam is always returned to its release position when the brake valve handle is returned to release position, a pin 215 (see Figs. 5 and 9) projects from a sleeve of the cam 204 in a manner such that it will strike the upper lug 2 I4 of the sleeve member 286, and thus return the cam 204 to release position as the shaft I84 is rotated to release position. A second pin 216 projecting from the cam 284 prevents overtravel ofthe cam beyond release position.

When the selector device I86 is in the straight air position. thatis when the brake valve is opsis erable as a straight air brake valve, to insure that the charging of the brake pipe will be discon tinued when the brake valve handle reaches emergency position and thereby operates the vent valve 252 to vent the brake pipe, the rotatable member H3 is provided with a segmental projection 211 (see Fig. 12) having a face 278, which is engaged by the lower lug 2I5 on the sleeve 206. This engagement takes place just before the brake valve handle reaches emergency position and shifts the rotary valve to lap position where the brake pipe 4| is disconnected from the feed valve pipe 63. To insure that the charging connection will be reestablished when the brake valve handle is returned to release position, the segmental projection 271 is arranged so that the lug 2I5 will strike the face 219 and return the rotary valve to its normal release position to reestablish the charging connection.

The operation of this embodiment ofmy invention is as follows:

Running condition Assuming a single vehicle equipped with the apparatus illustrated in Fig. 1 and that the main reservoir 64 is charged with fluid under pressure, the equipment will be charged as follows:

From the main reservoir fluid under pressure will flow to the timing reservoir 93.by way of main reservoir pipe 92 and past the lower seat of the double beat valve 86 in the relay valve device 25. The timing reservoir will thus be charged to main reservoir pressure. 1

From the feed valve device 62 'fluid under pressure will flow to the rotary valve chamber 238 in the brake valve device 232. From this chamber fluid under pressure will flow to and-charge the brake pipe 4! as well as the equalizing reservoir I5! and the chamber I38 in the equalizing discharge valve device 24. a

From the brake pipe 4! fluid under pressure will flow to piston chamber 35 in the automatic valve device 2I, and from this chamber to the emergency reservoir 44 past the check valve 45, and to the auxiliary reservoir 42 by way of feed groove 43. Also, fluid under pressure will flow from the brake pipe 4I' to the piston chamber IOI in the emergency valve device 22, from whence it will flow by way of passage 280 to both the slide valve chamber I02 and the quick action chamber I03.

The brake equipment will then be maintained charged and with the brake valve handle I maintained in release position, the parts will be in the positions illustrated.

Straight air app ication Assuming now that it is desired to effect a straight air application of the brakes, the operator makes certain that the selector device 185 is in the straight air position. To effect the application then the brake valve handle I 55 is moved from release position toward the full service position to a degree of extent according to the desired degree of application of the brakes, that is, the degree of angular movement of the handle determines the degree of the application.

With the selector device I86 in the straight air position, the self-lapping portion of the brake valve device only will be affected. This valve mechanism will supply fluid under pressure from the feed valve device 62 to pipe 28I, and fluid under pressure in this pipe will flow to the double check valve I24, shifting the valve therein to upper position, and from thence flowing to control pipe II. From control pipe II fluid will flow to chamber in the master switch device 26 and also to chamber 88 in the relay valve device 25.

Fluid under pressure in the chamber III will operate the switch device to in turn efi'ect operation of the application and release magnet valve 5 device 21, as before described, to establish a brake cylinder pressure corresponding to the pressure in the chamber I0. Since the pressurein the chamber I0 corresponds to the degree of brake valve handle movement, it follows that the brake cylinder pressure will also correspond to this same movement.

Fluid under pressure flowing to the chamber 88 in the relay valve device 25, actuates the dia-- phragm 89 downwardly to shiftthe double beat valve 86 from upper seated position to lower seated position. Timing reservoir 93 will thenv be connected to the atmosphere by way of therestricted port 94. The parts are so designedthat if the application and release magnet valve device 21 is effective in building up straight air pipe pressure as rapidly as desired, then before the pressure in the timing reservoir will have reduced sufliciently for the pneumatic switch device to closethe contacts 85, straight'air pipe pressure will have shifted the double check valve 95 and will then operate to maintain the contacts open.

If, however, straight air pipe pressure should not be developed in the desired time, then when the timing reservoir pressure has fallen below a predetermined value the pneumatic switch device' 28 will close its contacts'85, and thus energize the application insuring magnet valve device 29. This valve device will establish communication 'between the brake pipe M and the atmosphere, as before described, and thus effect an emergency application of the brakes in a manner to be more fully described hereinafter.

It will thus be seen that by the employment of a single pneumatic switch and a simple timing mechanism an application of the brakes by automatic operation is insured in the event that the application by straight air operation does not materialize as desired.

The degree of the application may be increased by moving the brake valve handle further towards the full service position, and may be de-' creased by moving the handle toward the release position. When it is desired to eifect a full release of the brakes, the brake valve handle is returned to the release position, whereupon fluid under pressure supplied to the control pipe II and switch chamber l0 is released to the atmosphere past the release valve I in the selflapping valve portion of the brake valve device. The parts will then return to the release position illustrated in Fig. 1, thus venting the brake cylinder 20 to the atmosphere.

Automatic service application When it is desired to effect an application of the brakes by automatic operation, the selector- I86 is turned to the automatic position. If the brake equipment has been adapted to a train comprising a relatively large number of cars, it may be desirable when eflecting an automatic application to first move the brake valve handle 'fiow-,to the reduction limiting reservoir until nects the pipe I48 to exhaust passage MI, and

restricted port 244 in the rotary valve connects the equalizing reservoir I5I to the reduction limiting reservoir 240. Fluid under pressure in the equalizing reservoir I5I and piston chamber I38 of the equalizing discharge valve device 24 will then equalization takes place. The consequent reduction of pressure in the piston chamber I38 is intended to be sufficient to effect a very moderate reduction only in brake pipe pressure. This low reduction in brake pipe pressure is preferably just sufficient to gather the slack in the train, and is preliminary to making a normal application.

If after the brake valve handle has been thus moved to the first service position, it is now moved to the full service position, another port 245 in the brake valve maintains the pipe I48 connected to the exhaust passage 24I, while a second restricted port 246 connects theequalizing reservoir I5I also to the exhaust passage 24 I. The operator leaves the brake valve handle in the full service position until a desired reduction of pressure has been effected in the equalizing reservoir I5I. He then turns the brake valve handle to the lap position. The further reduction in equalizing reservoir pressure effects operation of the equalizing discharge valve device, as previously described, to efiect a corresponding reduction in brake pipe pressure at a service rate.

When either a small or a large reduction in brake pipe pressure is effected at a service rate, a corresponding reduction takes place in the piston chamber 35 in the automatic valve device 21 As a consequence, the piston 34 is shifted to service position so that fluid under pressure is supplied from the auxiliary reservoir 42 to the brake cylinder 20, by way of the double check valve device 49. The automatic valve device 2I will, of course, move to lap position when brake cylinder pressure corresponds substantially to the degree of reduction in brake pipe pressure.

During this operation the emergency valve device 22 responds only to reduce the pressure in slide valve chamber I02 and I83 sufilcient to prevent the parts from being moved to application position, as before described.

It will be obvious that the degree of the brake application is controlled according to the degree of reduction in equalizing reservoir pressure, and that by employment of the equalizing reservoir I5I and the equalizing discharge valve device 24, a graduated control of the application is readily possible.

To effect a release of the brakes following an automatic service application, the brake valve handle I is returned to the release position, whereupon the brake pipe 4I isrecharged from the feed valve pipe 83, and the parts of the automatic valve device 2i return to release position. In this position of the valve device the brake cylinder 20 is connected to the exhaust port 50, by means of the cavity 5I in the slide valve 40.

Emergency application An emergency application of the brakes may be effected manually in one of three different ways.-

The usual manner is to turn the brake valve matic or thestraight airposition an .emergency applicationg-will result. A second way in which-ail emergency application may be effected is to release the pressure manually applied to hold the brake valve handle I55 in the horizontal position. It isto be understood that the brake valve handle ismanually held in the horizontal position at all times While the train is running and while-- normal service applications of the brakes are being effected. A third way to effect an emergency application is by operation of the lever I54 of the conductors valve device 38 to vent the brake pipe:4.l.

Referring now to the first of these methods, when the brake valve handle I55 is turned to the emergencyposition, the brake pipe vent valve device 252 is unseated in the manner before described to vent the brake pipe' directly and rapidly to the atmosphere. The reduction in brake pipe pressure which takes place is at an'emergency- -rate,.so that the emergency valve device 22 functions to connect the emergency reservoir 44 to the pipe andpassage H4, and to open the vent valve I I8 to further reduce brake pipe pressure. If the brake valve device 32 is conditioned for straight air operation, it will supply fluid under pressure to the'pipe 28I to the maximum device 2Twill supply fluid under pressure to the straight air pipe to the maximum permissible degree.

At the same time, the automatic valvedevice 2I will respond to the emergency reduction in brake pipe pressure to supply fluid under pressure from'the auxiliary reservoir 42 to pipe and passage 48. It is intended that the pressure of fluid in the straight air pipe 69 shall exceed that which may be supplied from the auxiliary reservoir 42, so that the double check valve device 49 will open communication from the straight air pipe to the brake cylinder 20.

Now. when the brake valve handle is turned to theemergency position, it is desirable that the brake pipe 4| be disconnected from the feed valve pipe 63, so as toprevent unnecessary loss of fluid pressure. If the brake valve device is conditioned for automatic-operation; this is taken care of when the rotary valve 220 is in the-emergency position. If the brake valve device is, however,

conditioned for straight air operation, the rotaryvalve is not rotated-coextensive with the brake valve handle, but nevertheless when the brake valve handle is turned to the emergency position the lug 2I 5 engages the face 218 of the shoulder 211 on the rotatable member 2I8 to shift the rotary valve 220 to the lap position, where commu-r nicationbetween the brake pipe.4I and feed valve pipe 63.-is-cut ofi.

To release the brakes following this type of an emergency application, the brake valve handle is returned -to.release position, whereupon the charging. communication to the brake pipe is reestablisheiaand as .thebrake pipe pressure rises to its normal value the parts will return to the release position illustrated.

To effect an emergency application by releasing the brake valve handle I55, when this handle swings upwardly it unseats the vent valve I18, to vent the safety control pipe I33. This results in a reduction of pressure in the safety control pipe I33 and the piston chamber I25 of the safety control vent valve device 23, whereupon the piston I25 in this device is actuated upwardly to disconnect the brake pipe M from the charging pipe I32 and to vent the brake pipe to the atmosphere at an emergency rate. From this point on the application is substantially as described for the first type of emergency application.

To release the brakes following a safety control emergency application, pressure is again manually applied to the brake valve handle to return it to its horizontal position. The spring I21 in the safety control vent valve device 23 will have seated the valve I30 following reduction of brake pipe pressure substantially to atmospheric pressure, so that with the brake valve handle in release position the brake pipe will be recharged to effect the release.

To effect an emergency application by operation of the conductors valve device 30, the lever I54 of this device is rotated in a clockwise direction, thereby unseating a valve within the valve device to vent the brake pipe to the atmosphere at an emergency rate. An emergency application will therefore result in substantially the same manner as when venting the brake pipe by the other means previously described. However, when effecting an application by this means, unless the operator immediately turns the brake valve handle I55 to lap position, some loss of main reservoir pressure will result due to the fact that the brake pipe 4| is maintained connected to the feed valve device 62 through the safety control vent valve device 23 and the brake valve 32.

While I have described my invention with particular reference to a specific embodiment thereof, it is not my intention to be limited to the exact details of this embodiment, or otherwise than by the spirit and scope of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In a vehicle brake system, in combination, a brake equipment comprising a straight air portion and an automatic portion, a brake valve device having a mechanism for controlling said straight air portion and a separate mechanism for controlling said automatic portion, and selective means movable between two positions to render one or the other of said two brake valve mechanisms effective in controlling said brake equipment.

2. In a vehicle brake system, in combination, a brake equipment comprising a straight air portion and an automatic portion, a brake valve device having a first valve means for controlling said straight air portion and a second valve means for controlling said automatic portion, and a selector for rendering one or the other of said two valve means effective in controlling one of the portions of said braking equipment.

3. In a vehicle brake system, in combination, a brake equipment comprising a straight air portion and an automatic portion, a brake valve device having a self-lapping valve means for controlling said straight air portion and a rotary Y valve means effective to control the straight air portion of said brake equipment and in a different position to render said rotary valve means effective in controlling said automatic portion of said brake equipment.

5. In a vehicle brake system, in combination, a brake equipment comprising an electropneumatic portion and an automatic portion, a brake valve device having a first control mechanism for controlling said electropneumatic portion and a second control mechanism for controlling said automatic portion, and a clutch means shiftable between two positions to render one or the other of said last mentioned control mechanisms effective in controlling said brake equipment.

6. In a vehicle brake system, in combination, a brake equipment comprising an electropneumatic portion and an automatic portion, a brake valve device having a self-lapping valve means for controlling said electropneumatic portion and a rotary valve means for controlling said automatic portion, and a clutch mechanism shiftable between two positions and operative in one of said two positions to render said self-lapping valve means operative and said rotary valve means inoperative, andin the other of said two positions to render said rotary valve means operative and said self -lapping valve means inoperative.

7. In a vehicle brake system, in combination, a brake equipment comprising a normallydischarged pipe through which fluid under pressure is supplied to effect a straight air application of the brakes, and further comprising a normally charged pipe in which the pressure of fluid therein is reduced to effect an automatic application of the brakes, a brake valve device having a first valve means for effecting a supply of fluid under pressure to said normally discharged pipe and a second valve means for effecting a reduction of pressure in said normally charged pipe, and a clutch mechanism operative between two positions to render one or the other of said two valve means effective when said brake valve device is operated to effect an application of the brakes.

8. In a vehicle brake system, in combination, a pipe to which fluid under pressure is supplied to effect a straight air application of the brakes, a normally charged equalizing reservoir in which the pressure of fluid is varied to effect an automatic application of the brakes, a brake valve device having a self-lapping valve means for supplying fluid under pressure to said pipe and a rotary valve means for varying the pressure of fluid in said equalizing reservoir, and clutch means operative in one of two positions to render said selflapping valve means effective to supply fluid under pressure to said pipe while rendering said rotary valve means ineffective to vary the pressure in said equalizing reservoir, and operative in the other of its two positions to render said rotary valve means effective in varying the pressure in said equalizing reservoir while rendering said selflapping valve means ineffective to supply fluid under pressure to said pipe.

9. In a vehicle brake system, in combination, a switch mechanism to which fluid under pressure is supplied to efiect an electropneumatic application of the brakes, an equalizing discharge valve device operative to control automatic applications of the brakes, a brake valve device having a first valve section for controlling the supply of fluid under pressure to said switch device and a second valve section for controlling the operation of said equalizing discharge valve device, and a clutch mechanism operative in one position to render said first valve means only eflective and operative in a second position to render said second valve means only efiective.

10. In a vehicle brake system, in combination, a brake equipment comprising a straight air portion, an automatic portion and a safety control portion; a brake valve device having a self-lapping valve mechanism for controlling said straight air portion, a rotary valve mechanism for controlling said automatic portion, and a handle for operating said two valve mechanisms, said handle being so constructed and arranged as to be normally held in a given plane by pressure manually applied by an operator and adapted to be rotated to a diiferent plane upon release of said pressure by the operator; a clutch mechanism operable between two positions to render one or the other of said valve mechanisms responsive to movement of said handle in, its normal plane; and valve means responsive to movement of said handle from said normal plane to said different plane for controlling said safety control portion.

11. In a brake valve device, in combination, a self-lapping valve mechanism, a rotary valve mechanism, an operating handle, and means including a clutch device for rendering one or the other of said self-lapping valve means and rotary valve means responsive to movement of said handle.

12. In a brake valve device, in combination, self-lapping valve means, rotary valve means, a controlling handle, and selective means operative on one of two positions to render said self-lapping valve means only responsive to movement of said handle and operative in the other of its two positions to render said rotary valve means only responsive to movement of said handle.

13. In a brake valve device, in combination, a self-lapping valve means, a rotary valve means, a brake controlling handle movable in a predetermined application zone, and a clutch device operative in one of two positions to render said selflapping valve means only responsive to movement of said handle in said application zone, and operative in the other of its two positions to render said rotary valve means only responsive to movement of said handle in said same application zone.

14. In a brake valve device, in combination, self-lapping valve means, rotary valve means, a handle movable in an application zone between a release position and a full service position, and movable beyond said full service position to an emergency position, means including a clutch device operable in one position to render said selflapping valve means only responsive to movement of said handle in said application zone and also in said emergency position, said clutch device rendering said rotary valve means unresponsive to movement of said handle when in said one position, and means operative while said clutch device is in said one position for operating said rotary valve means when said handle is moved to said emergency position only.

15. In a brake valve device, in combination, a self-lapping valve means, a rotary valve means, a handle movable in a service application zone and also movable beyond said zone to an emergency position, means including a clutch device operable in one position to render said self-lapping valve means only responsive to movement of said handle in said zone and to said emergency position, and operable in another position to render said rotary valve means only responsive to movement of said handle in said application zone and to said emergency position, said rotary valve means being operative in its release position to establish a charging connection for a brake pipe, and means operable when said clutch device is in the position for rendering said self-lapping valve means only responsive to movement of said handle for actuating said rotary valve means to close said charging connection when said handle is turned to said emergency position.

16. In a brake valve device, in combination, a self-lapping valve means, a rotary valve means, a rotatable shaft for operating one or the other of said two valve means, a clutch device operable in one of two positions to render said self-lapping valve means only responsive to rotation of said shaft, and operable in the other of its two positions to render said rotary valve means only responsive to rotation of said shaft, and selective means for shifting said clutch device between its two positions.

17. In a brake valve device, in combination, a self-lapping valve means, a cam for operating said self-lapping valve means, a rotary valve means, an operating shaft adapted to be rotated, a clutch device for connecting said shaft to said cam in one position and for connecting said rotary valve means to said shaft in a difierent position, and means for insuring the correct positioning of said cam with respect to said selflapping valve means before effecting the clutch engagement of said cam with said shaft.

18. In a brake valve device, in combination, a self-lapping valve means, a rotary valve means, a handle movable to a plurality of operative positions, means including a clutch device operative in one of two positions to render said self-lapping valve means only responsive to movement of said handle and operative in the other of its two positions to render said rotary valve means only responsive to movement of said handle, and means associated with said rotary valve means only for producing a slight arresting effect to movement of said handle in each of said operating positions, whereby to inform the operator when said handle is in each of said operating positions.

19. In a brake valve device, in combination, self-lapping valve means for controlling straight air applications of the brakes, rotary valve means for controlling automatic applications of the brakes, safety control valve means for controlling safety control applications of the brakes, a handle movable to different positions in a horizontal plane and adapted upon the release of pressure manually applied thereto to swing from said horizontal plane to an angular plane, means including a clutch device operative in one of twopositions to render said self-lapping valve means only responsive to movement of said handle in said horizontal plane, and operative in the other of its two positions to render said rotary valve means only responsive to movement of said handle in said horizontal plane, and means responsive to movement of said handle from said horizontal plane to said angular plane, regardless of the position of said handle in said horizontal plane at the time, for efiecting the operation of said safety control valve means.

20. In a brake valve device, in combination, a self-lapping valve means, a rotary valve means, a brake controlling handle, means including a clutch device operative in one of two positions to render said self-lapping valve means only responsive to movement of said handle, and operative in the other of its two positions to render said rotary valve means only responsive to movement of said handle, emergency valve means, and means operative in response to movement of said handle to a predetermined emergency position for operating said emergency valve means regardless of the position of said clutch device.

21. In a brake valve device, in combination, a handle, means providing for both horizontal and vertical movements of said handle, a first spring means urging said handle from a horizontal position toward a vertical position, said handle being adapted to be held in a horizontal position by pressure manually applied by an operator to overcome said first spring means, and a second spring means efiective to exert a force on said handle only when said handle is moved below said horizontal position.

22. In a brake valve device, in combination, a self-lapping valve means, a rotary valve means, an operating shaft, a clutch device operative in one of two positions to operatively engage said self-lapping valve means with said shaft and operative in the other of its two positions to operatively engage said rotary valve means with said shaft, a selector handle operable between two positions to shift said clutch between its two positions, and means for retaining said selector handle in either of its two positions.

23. In a vehicle brake system, in combination, a brake equipment, a single brake valve device having a single operating handle and a plurality of valve mechanisms operative in response to movement of said handle, and selector means movable to a plurality of positions and operable in each position to render one only of said valve mechanisms efiective in controlling applications of the brakes.

24. In a vehicle brake system, in combination, a brake equipment comprising a straight air portion and an automatic portion, a single brake valve device having a single operating handle and two separate valve mechanisms each of which is operable in response to movement of said handle, and selector means movable between two positions and operable in one position to render one only of said two valve mechanisms responsive to movement of said handle, and operable in the other of I said two positions to render the" other only of said valve mechanisms responsive to movement of said handle.

25. In a brake valve device, in combination, a plurality of separate valve mechanisms, an operating handle, and a clutch mechanism having two positions and being operable in one of. said two positions to render one only of said valve mechanisms responsive to movement of said operating handle, and operable in the other of said two positions to render the other only of said valve mechanisms responsive to movement of said handle.

26. In a brake valve device, in combination,

two separate and distinct valve mechanisms, an

operating handle, and a clutch mechanism having two operating positions, and being operable in one of said positions to render one only of said two valve mechanisms responsive to movement of said operating handle, and being operative in the other of said two positions to render the other only of said two valve mechanisms responsive to movement of said operating handle.

27. In a vehicle brake system, in combination, a brake equipment comprising a straight air portion and an automatic portion, a brake valve device having a valve mechanism for controlling said straight air portion and a separate valve mechanism for controlling said automatic portion, and selector means movable between two 1 CERTIFICATE OF CORRECTIONV Patent No. 2,lO6,L .85 January 25, 1958.,

' ELLIS E. HEWITT.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 10, first column, line h, for "on" read in; and that the said Letters Patent should be readwith this correction therein that the same may conform to the record of the case in the Patent Office Signed and sealed this 15th day of March, Ao Do 1958.

Henm Van Arsdale, (Seal) 7 Acting; Commissioner of Patents. 

